Exam (elaborations)
SkyWest KV Questions with Accurate Answers
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Exam of 38 pages for the course skywest Airlines at skywest Airlines (SkyWest KV)
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SkyWest KVWhat is the preferred problem solving / decision making model? - answerDIGME
1) Define the problem
2) Identify potential solutions
3) Gather data
4) Make a decision / implement
5) Evaluate
Common cues of task saturation - answerLittle communication
Missing/incorrect radio calls, callouts, checklist items
Abbreviated briefings
Acting without verification
What are the three AOV levels? - answerLow
Medium
High
Low AOV - answerBoth pilots maintain a "relaxed" awareness of flight path. Essential
tasks can be completed by both the PF and PM, but not at the same time. Focus here
should be on preparing to enter heightened AOV later in flight.
Medium AOV - answerAt least one pilot must prioritize flying/taxiing the aircraft above
everything else. Non-essential tasks can only be completed by the PM.
High AOV (Provide examples, both on the ground, and in the air) - answerBOTH pilots
need to prioritize flying/taxiing above all else. If essential tasks MUST be completed, it is
done by the PM.
Ground:
Complex taxi instructions
Runway crossing
Approaching a runway
Runway/route verification
Air:
Last 1000' to level-off
Initialization of a climb/descent
Below 1,500 AGL (approach/landing)
Near terrain
,What is CRM? - answerThe effective use of all available resources to assure safe and
efficient flight operations
What are the key concepts of CRM? - answerWorkload management
Situational awareness
Communication
What are the three levels of task saturation? - answerGreen: Ahead of the aircraft
Yellow: Slightly behind the aircraft. MUST BE VERBALIZED.
Red: Significantly behind the aircraft, situational awareness is lost, flight path
management plan is unclear. IMMEADIATE CORRECTIVE ACTION IS APPLIED.
What is tunelling? - answerOccurs when task saturated, restricts scanning the full range
of cues, causing the individual to focus narrowly on what is deemed to be the most
threatening cues.
For example, a crew becomes overly focused on an unusual message on the EICAS
and focus is taken away from monitoring the flight path.
What is information bias? - answerA distorted evaluation of information. An individual
begins to seek extra information, even when enough has already been gathered, to
confirm a previously held belief.
Fix: Once enough information has been gathered to make a decision, it is time to
implement the choice.
Define the levels of automation - answerLevel 0: Manual control, no FD guidance.
Level 1: Manual control, FD guidance.
Level 2: Control on the flight control computer through the Flight Control
Panel/Guidance Panel
Level 3: AP engaged in a lateral and vertical mode. Control is provided with commands
entered in the FMS.
What is a standard takeoff path? - answerNo turn shall be commenced below 1000'
AFE in IMC.
FRA is 1000' AFE.
What is a standard engine failure takeoff path? - answerEngine failure occurs below
1000' AFE
,VMC: Climb straight ahead to 1000' AFE. Return visually to land or perform an IAP
IMC: Climb straight ahead to 1000' AFE, then commence turn to NAVAID/heading. Hold
at NAVAID or proceed on heading until a minimum safe altitude is reached, radar
vectors are available after 1000' AFE.
Engine failure occurs above 1000' AFE
VMC: Return visually to land or perform an IAP
IMC: Hold at NAVAID or proceed on heading until a minimum safe altitude is reached,
radar vectors are accepted when available.
What is a simple-special engine failure takeoff path? - answerA turn to a
NAVAID/heading is required before 1000' AFE.
FRA remains at 1000' AFE, unless otherwise specified.
VMC: Mandatory until 1000' AFE
IMC: If radar vectors are not available, comply with the special procedure until 3000
AFE, and then proceed on course
What is a complex-special engine failure takeoff path? - answerAn engine failure
procedure too complex to fit in the simple-special table, mandatory under IMC and
VMC. Found in performance handbook.
What are the ERJ TO crosswind limitations? - answer38 (Dry)
31 (Wet)
20 (compact snow)
18 (standing water, slush, dry/wet snow)
12 (ice)
12 (wet ice)
What are the ERJ landing crosswind limitations? - answer38 - 6 (DRY)
31 - 5 (WET)
20 - 4 (COMPACT SNOW)
15 - 3 (SNOW)
12 - 2 (STANDING WATER)
8 - 1 (ICE)
PROHIBITED
Are gusts considered when it comes to ERJ TO/landing crosswind limitations? -
answerNo.
What is the minimum cleared runway width for the ERJ 175? - answer80'
, What is the minimum runway width? - answer100'
What if a NOTAM includes a "REMAINDER"? - answerThe usable width must be
greater than 80'
What if the remainder is covered in less than 1/8 inch in depth of contamination? -
answerThe entire runway is considered to be the width of the runway (less than 1/8 inch
of contamination does not change width).
If a runway is 100% covered in 1 inch of dry snow, but does not specify a remainder,
are operations authorized? - answerYes, the entire runway is considered to be the width
of the runway, as long as contaminants on the runway do not exceed operating
limitations.
What if a NOTAM is issued, but, there is no remainder? - answerThe entire runway is
considered to be the width of the runway
What is there is a NOTAM issued that includes a remainder, but includes a runway
treatment (sanded, swept, de-iced)? - answerThe entire runway is considered to be the
width of the runway
RCCs - answer6 - BA Dry
dry
5 - BA Good
frost
wet/damp
1/8 or less inch depth of:
slush
dry/wet snow
4 - BA Good to Medium
compact snow (-15 C or colder)
3 - BA Medium (BRAKING DECELERATION OR DIRECTIONAL CONTROL IS
NOTICEABLY REDUCED)
slippery when wet
dry/wet snow (any depth) over compact snow
> 1/8 inch depth:
dry/wet snow
Compact snow (warmer than -15 C)
2 - BA Medium to Poor
greater than 1/8 in depth of water/slush
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